Combination governor and ignition system for internal-combustion engines



Aug. 7, 1945. MALLQRY 2,381,61r 1 COMBINATION GOVERNOR AND IGNITION SYSTEM FOR INTERNAL-COMBUSTION ENGINES Filed NOV. 2, 1944 I INVENTOR. Ivar/00 fifm/ory Patented Aug. 7, 1945 COMBINATION GOVERNOR AND IGNITION SYSTEM FOR INTERNAL-COMBUSTION ENGINE S Marion Mallory, Detroit, Mich.

Application November 2, 1944, Serial No. 561.544

10 Claims. (01. 123-117) This invention relates to an ignition system for an internal combustion engine and more particularly to an ignition system wherein the spark advance is controlled entirely by intake passageway pressures and wherein a. speed governor is installed between the carburetor and the engine.

It is the object of the invention to control and utilize the pressures in the intake passageway of an internal combustion engine having a sandwich type governor between the carburetor and the engine so that a singlesuction operated device will produce proper spark timing for the engine under all operating conditions without the use of a centrifugal governor for timing the spark.

The drawing is a sectional view partly in elevation showing the mechanism of my ignition tim ing control means.

The parts comprising my pressure ignition sys tem are designated as follows: carburetorhousing I, governor housing 2, intake passageway 3, air inlet 4, fuel charge outlet 5 to the engine, venturi I5, manually controlled throttle valve I of the butterfly type, throttle valve shaft 8, governor valve 9, governor valve shaft I journaled in the governor housing 2, orifice II in the venturi, orifice I2 positioned in the intake passageway adjacent to. and on the atmosphere side of, throttle valve 8 when in idle position, orifice I3 on the engine side of governor valve 9 located in line with governor throttle shaft Ill, orifice positioned between throttle valve I and governor valve 9, conduit I5 communicatin with the intake passage-way through orifice I2, also through passageway I6 and orifice II and passageway I 1 and orifice I3, cylinder l8, air vent I9. piston valve 20 having circumferential groove 2|, orifices 22 and 23 controlled by valve 20, compression spring 24. Governor throttle valve 9 can be any conventional speed controlled type of governor valve, for example, a velocity type governor valve, a mechanical, centrifugally controlled governor valve, or a governor valve controlled by a suction device actuated by the intake manifold pressures.

The timing mechanism is conventional and comprises rotatable cam 25, electrical c1rcuit breaker 26 mounted on rotatably adjustable plate 21, suction device 28, suction chamber 29, flexible diaphragm 30, rod 3| connecting plate 21 to diaphragm' 30. Conduit I5 communicates with the At this point it will also be noticed that the vacuum between the carburetor valve and governor valve will move piston inwardly which closes communication between orifice I3 and the suction device. If the throttle valve 1 is moved slightly toward an open position or far enough to place orifice I2 into the high suction, the spark will be advanced. Even though there is some air bleeding into line l6 by orifice II, there will still be enough suction to advance the spark. If throttle valve is moved to a Wide open position and held in this position, the venturi suction at orifice 6 will advance the spark to give the proper timing when the engine is operating under full load regardless of speeds because the suction at orifice II increases directly in proportion to the engine speed. In the event throttle 1 is held wide open and the governor valve 9 checks the engine speed, there will be a drop in vacuum at orifices II and I4. ever, this drop in vacuum permits spring 24 to move piston 20 to the right so groove 2| will correspond with ports 22 and 23 and the vacuum between the governor valve and engine willadvance the spark. It will be understood that any time th governor valve 9 or throttle valve I are only partly open; the suction in line I5 will be higher than when both valves I and 9 are wide open and this is necessary because more spark advance isrequired when the engine is working under part throttle either by the governor throttle or by the main carburetor throttle. When the engine is working under full load both governor and carburetor throttle are wide open and the suction will not be as high because the suction then depends entirely on the velocity through the venturi. Naturally, the spark will not be advanced as far on wide open as it is on part throttle. This is also essential.

It will be noticed that orifice I3 is located in line with governor shaft I0 because at this point the restriction is high due to the governor shaft and when the engine is working with both governor and throttle valves wide open, the orifice I3 being located at a high restricted point assists in producing enough vacuum in conduit I5 to give enough spark advance.

g I claim:

1. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the How- I intake passageway adjacent to and on the atmosphere side or said manual throttle valve when in idle position and passing on to the engine side of said manual throttle valve during the initial opening movement of said valve, a, second orifice in the intake passageway on the engine side oi the governor valve, a conduit connecting said first and second orifices with the vacuum operated means, and valve means for controlling communication between the second orifice and the vacuum operated means and between the second orifice and the first orifice, said valve means being controlled by the pressure conditions obtaining between the manual throttle valve and the governor throttle valve, said valve means responding to the vacuum in said intake passageway when the manual throttle valve is closed to cut of! communication between the second 011-- fice and the said first orifice and ated means.

2. The combination as set forth in claim 1 including a venturi on the atmosphere side of said manual throttle valve, an orifice in said venturi, and a passageway connecting the orifice in the venturi with the vacuum operated means.

3. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side 01' the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time 01' sparking, an orifice in the intake passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engine side of said manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway on the engine side 01' the governor valve, a conduit connecting said vacuum operfirst and second orifices with the vacuum operated means, a third orifice in the intake passageway between the manual throttle valve and the governor throttle valve, and vacuum controlled valve means communicating with said'third ori-' fice for controlling communication, between the and communication between said first and second orifices, a third orifice connecting said cylinder into the intake passageway between the manual throttle valve and the governor valve, said valve being controlled by the pressure conditions obtaining between the manual and governor throttle valve, said valve being open when the manual throttle valve is substantially wide open whereby the second orifice is in communication with the first orifice and the vacuum operated means and when the governor valve is partly open the timing is advanced in accordance with the pressure conditions obtaining on the engine side of the governor valve, said valve responding to the vacuum in the intake passageway when the manual throttle valve is second orifice and the vacuum operated means 4. In an internal combustion engine, in combination an intake passageway for said engine, a

manual throttle valve therein, an automatic governor throttle valve in the intake passageway onthe engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to'and on the atmosphere side of said manual throttle valve when in idle position and passin on to the engine side of said manual throttle valve during the initial opening movement of said manual throttle valve, a second orifice in the intake passageway on the engine side of said governor valve, a conduit connecting said second orifice with the vacuum operated means and with the first orifice, a cylinder positioned between the first and second orifices and connected into said conduit, a valve in said cylinder controlling said conduit closed for idle and the first orifice is in atmosphere whereby the second orifice is shut oil from the first orifice and the vacuum operated means is retarded.

5. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side oi the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engine side of said manual throttle valve during the initial opening movement of said valve, 9. second orifice in the intake passageway on the engine side of the governor valve, a conduit connecting said first and second orifices with the vacuum operated means, and valve means responsive to changes in pressure and connected into the intake passageway between the manual throttle valve and the governor throttle valve, said pressure responsive valve means controlling communication between the second orifice and the vacuum operated means and between the second orifice and the first orifice, said valve means closing in response to intake passageway pressures when the manual throttle valve is controlling the speed oi' the engine whereby the pressure conditions obtaining at said first orifice acts through said vacuum operated means to control the spark timing advance, said valve means opening in response to pressure conditions in the intake passageway when the manual throttle is wide open and the automatic governor throttle valve is controlling the speed of the engine whereby the pressure obtainingat the second orifice is the main factor acting through said vacuum operated means for controlling the spark timing advance.

6. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the in take passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engine side of said manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway on the engine side of the governor valve, conduits connecting said first and second orifices with the vacuum operated means, and valve means responsive to changes in pressure and connected into the intake passageway between the manual throttle valve and the governor throttle valve, said pressure responsive valve means controlling'communication between the second orifice and the vacuum operated means, said valve means closing in response to intake passageway pressures when the manual throttle valve is controlling the speed or the engine whereby the pressure conditions obtaining at said first orifice acts through said vacuum operated means to control the spark timing advance, said valve means opening in response to pressure conditions in the intake passageway when the manual throttle is wide open and the automatic governor throttle valve is controlling the speed of the engine whereby the pressure obtaining at the second orifice is the main factor acting through said vacuum operated means for controlling the spark timing advance.

7. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, a governor throttle valve in the intake passageway on the engine side of the manual throttle valve, a venturi in the intake passageway on the atmosphere side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adlusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engine side 01' said manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway on the engine side of the governor valve, a conduit connecting said first and second orifices with the vacuum operated means, a third orifice in the venturi, a conduit connecting said third orifice with the vacuum operated means, and valve means for controlling communication between the second orifice and the vacuum operated means and between the second orifice and the first orifice, said valve means being controlled by the pressure conditions obtaining between'the manual throttle valve and the governor throttle valve, said valve means responding to the vacuum in said intake passageway when the manual throttle valve is in idle position to cut off communication between the second orifice and the first orifice and the vacuum operated means, said valve means responding to a rise in pressure in the intake passageway when the manual throttle valve is substantially wide open whereby the valve means opens communication between the first and second orifices and between the second orifice and the vacuum operated means, the said vacuum operated means responding to the vacuum created at the third orifice by the fiuid flow through said venturi to control the spark advance when both the manual and governor throttle valves are wide open, the said vacuum operated means responding to the intake passageway pressure at the second orifice to control the spark timing when the manual throttle valve is wide open and the governor valve is partly open.

8. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic governor throttle valve in the intake passageway on the engine side of the manual throttle valve, an

ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engin side of said manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway on the engine side of the governor valve, a conduit connecting said first and second orifices with the vacuum operated means, means in said intake passageway for increasing the velocity of the motive fluid flowing by said second orifice, and valve means for controlling communication between the second orifice and the vacuum operated means and between the second orifice and the first orifice, said valve means being controlled by the pressure conditions obtaining between the manual throttle valve and the governor throttle valve, said valve means responding to the vacuum in said intake passageway when the manual throttle valve is closed to cut off communication between the second orifice and the said first orifice and vacuum operated means.

9. The combination as set forth in claim 1 including a shaft upon which the governor throttle valve is mounted, the said second orifice being located in line with the'governor throttle shaft which cooperates with the wall of the intake passageway to produce a Venturi ellect upon the motive fiuid fiowing by said second orifice.

10. In an internal combustion engine, in combination an intake passageway for said engine, a manual throttle valve therein, an automatic gov: ernor throttle valve in the intake passageway on the engine side of the manual throttle valve, an ignition device for said engine, vacuum operated means for adjusting said ignition device to control the time of sparking, an orifice in the intake passageway adjacent to and on the atmosphere side of said manual throttle valve when in idle position and passing on to the engine side of said manual throttle valve during the initial opening movement of said valve, a second orifice in the intake passageway on the engine side of the governor valve, a conduit connecting said first and second orifices with the vacuum operated means, and valve means for controlling communication between the second orifice and the vacuum operated means and between the second orifice and the first orifice, said valve means being controlled by the pressure conditions obtaining between the manual throttle valve and the governor throttle valve, said valve means responding to the vacuum in said intake passageway when the manual throttle valve is closed to cut off communication between the second orifice and the said first orifice and vacuum operated means, a venturi on the atmosphere side of said manual throttle valve, an orifice in said venturi, and a passageway connecting the orifice in the venturi with the vacuum operated means, and a shaft upon which the governor throttle valve is mounted, the said second orifice being located in line with the gov ernor throttle shaft which cooperates with the wall of the intake passageway to produce a Venturi effect upon the motive fluid flowing by said second orifice.

MARION MALLORY. 

